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LIBRARY OF CONGRESS. 



Chap. , Copyright No.. 

ShelL.§.y_&'5>0 

UNITED STATES OF AA&RICA. 



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Valryrje I 





AG OF 
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THE defender's signal. ""V 



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A Jndicial Decision tliat will Interest WomcD. 



Judge Townsend has granted an injunction restraining 
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Chemical Manufacturing Company. Judge Townsend has 
also decided that the witnesses for the defense were mistaken 
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to him to be a meritorious and useful invention. 



New Tork, 



London. 



Paris. 



San Francisco. 



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Large " (12 oz.) - 3.00 

In ordering use the numbers as below to indicate colors. 

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No. 2. Dark Broira. No, 4. Chestnut. No, 7. Ash Blonde. 

No. 5. Light Chestnut^ 

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VALKYRIE III vs. DEFENDER 

Official and Signal Program of the Tenth Contest for the Emblem of International Supremacy 

THE AMERICA'S CUP 



Program 1,5 

Defender (plate) 2 

Description of Defender 3.4 

Caution 4 

Valkyrie III (plate) 6 

Description of Valkyrie III 7 

Portraits of Defender Syndicate 8 

Iselin and Defender Syndicate 9 

America (plate) 10 

Signals Explained 11 

Puritan 11 

Dunraven and EnglisJi^Syndicate 12 

Four English Cup Challengers 13, 26 



CONTENTS 

Magic (cut) 13 

Nat Herreshoff 13 

Pronunciation of Valkyrie 13 

Junk 14 

Catamaran 14 

Defender and Valkyrie Compared 

15, 17, 19, 21, 23, 26, 27 

Mayflower 17 

Earl of Dunraven (plate) 18 

Vigilant 19, 20 

Columbia (cut) 20 

Countess of DufFerin (cut) 20 



Volunteer 21 

Diagram of Single Sticker 22 

Tides 23 

Farmer Dunn Turns Yachtsman 24 

International Racing in the Small Classes. .25 

Comparative Sail Areas . 25 

Ten Years of International Yacht Racing. .27 

Comparative Measurements 28 

The America's Cup (plate) 30 

Table of Records 31 

Mariner's Compass 32 

Chart and score card may be found on inset. 



Compilgfl by 
HENRY B.'^'HOMPSON 



Copyright, 1895, by Thompson & Thorp, Constable Building, Fifth Avenue and ( 
Eighteenth Street, New York. J 



Published by 
EDWARD Y. THORP 



a'^ 



BRITON VS. YANKEE 



THE contest between Defender and Valkyrie III promises to be 
the hardest tussle for the America's cup since the gallant old 
Yankee schooner came sailing home forty-four years ago with 
brooms at her masthead, to show how she had swept the British 
seas. The crack yachts of two continents that are to contest for 
international honors more closely resemble each other in design 
than any two boats that have yet met in the series. Already the 
air is full of charges and counter charges of theft of principles and 
designs by the rival builders. In Defender's lines the Englishmen 
see only a clear appropriation of the British ideas, while Valkyrie's 
make HerreshoflPs admirers declare that his designs have been 
boldly pirated. 

Probably the fact is there has been an unwitting coming 
together of ideas due to the e.xigencies of the contest. Watson 
figured on building a boat to beat Vigilant, and Herreshoff tried to 
get a faster craft than the English Britannia. This mi.\ up is 
undoubtedly due to Vigilant's visit last year to England, when she 
showed John Bull's boat builders the lines on which the Americans 
build their boats. So close are the races expected to be that neither 
side has "given away" any information that might be of advan- 
tage to the other side. 

All efforts to "get a line" on either yacht have proven futile, 
for while both have been sailing neither has been raced as it will 
be when Yankee meets Briton. 

If reports be true, the records of Valkyrie III are but times 
taken in luffing matches. It is also a matter of frequent observa- 
tion that the Defender's managers were unwilling to show that 
yacht's best speed, as evidenced by their resorting to many e.xtra 
tacks and sailing wide of the marks. 



On Tuesday, September 3, the color of the hull of Valkyrie III 
was once more changed, so that as we go to press with this pub- 
lication she is again all white. It is still a question with all except 
those directly interested in Valkyrie III whether the boats will be 
similar in this respect, or whether there will be the contrast in 
color that easily distinguishes them to the eye unfamiliar with their 
lines. The yachts will be easily recognized, however, by their 
signal flags displayed on the front cover of this program. 



Sailing Directions 

START. 

The start will be made off Sandy Hook Lightship, the Pre- 
paratory Signal being given at 10.50 a.m.. Starting Signal, 11 a.m. 

COURSES. 

No. I. (^Letter C.) From the starting line, to and around a 
mark fifteen miles to windward, or to leeward, and return, leav- 
ing the ma}-k on /he starboard hand. 

No. 2. (Letter D.) From the starting line, ten miles to and 
around a mark ; thence ten miles to and around a second mark ; 
and thence ten miles to finish line, turning the marks on the 
outside of the triangle, to port or starboard, according as the 
yachts are sent around. 

Starting and Finish Lines.— Will be between a point on the 
Committee Boat, indicated by a white flag, and the mainmast of 
the Lightship, or other Stakeboat if the start is made further 
out to sea. These lines will be at right angles with the outward 
and home courses, respectively. 

Compass Courses. — Will be set before the Preliminary Sig- 
nal is made. The Signals for Course No. 2 must be read begin- 
ning forward. 

Marks. — AVill be floats displaying a red flag with white 
stripe. The position of each float will be indicated by a tug 
showing a red ball and stationed about loo yards beyond. Should 
a float be wrecked, its place will be taken by its marking tug, 
which will show the Club Signal in addition to the ball, and in 
turning the tug, the directions for turning the float will govern. 
STARTING SIGNALS. 

Preparatory. — A gun will be fired, the " Blue Peter" set, and 
a Red Ball hoisted. 

Start. — Ten minutes later, a gun will be fired, and the ball 
will drop. 

Handicap Time. — Two minutes later, a gun will be fired, and 
the " Blue Peter" hauled down. 

Should a signal gun miss fire, a prolonged blast of the whistle 
will be given. 
RECALL SIGNAL. 

A yacht crossing the line before the Starting Signal is made 

will be recalled by a blast of the whistle and the display of her 

private signal. 

\ 



[Continiuit on /"C /•] 



OFFICIAL SIGNAL PROGRAM 







Copyright by A. Loefflek, Tompkinsvilie, X. Y. 



DEFENDER 



HANDBOOK OF INTERNATIONAL YACHT RACING 



Description of Defender 



FOR the first time the Yankee boat is the undersized craft. 
Americans had hoped Herreshoff would build a mountain of 
sails and spars, but the slirewd designer believed he had reached 
the limit of practicable sail area, and has sought speed in an easier 
driven body and finer lines without material decrease of sail. Her 
dimensions are: Length overall, 126 feet 6 inches; beam, 23 feet; 
draught, 19 feet; load water line, 90 feet. Her steel gaff is 65 feet, 
her steel boom 105, and mast from deck to hounds 92 feet. She is 
without doubt the most costly racing craft ever built. This fact 
doesn't bother her syndicate of wealthy yachtsmen, which is com- 
posed of W. K. Vanderbilt, Ex-Com. E. D. Morgan and C. Oliver 
Iselin. Her weight above the water line has been reduced by the 
use of manganese bronze and aluminum. Being ten per cent nar- 
rower than the challenger, and lighter, she needs less sail to drive 
her, and will have about 11,500 square feet, 1,000 less than Valkyrie. 
Defender cost fully $20,000 more than Vigilant. The contract price 
was $75,000, but with the changes and additional items the cost ap- 
proaches $100,000. This great cost has come from the copper alloyed 
aluminum used in her upper body. Defender is totally unlike Vigi- 
lant in that she has no centerboard, but is an out and out keel boat. 
Her stability is due to her lightness above water, and her 35-foot 
lead bulb, weighing sixty tons. The total saving made by the use 
of aluminum is estimated at seven tons; the use of a hollow steel 
boom and steel gaff of tubular construction saves fully another ton. 
Defender is rigged in first-class style. Her hull could not be 
sounder. Her new mast is a magnificent spar. The steel work at 
the mast head is strong enough to resist the most savage of squalls. 
Her standing and running rigging are beyond praise. She is, in • 
point of fact, quite competent to sail for a man's life. 



Ex-Commodore James D. Smith, Chairman of the America's 
Cup Committee, voiced the general sentiment when he said: 

"I think Defender is the fastest boat America ever produced. 
Her work to'windward is better than anything I have ever seen in 
my forty years' racing experience with boats and yachts. I am not 
much of a racing yachtsman nowadays, but there is nothing I like 
to see better than yacht races between two such crack flyers as the 
Defender and the challenging Valkyrie- III. Of course I have not 
seen much of the Dunraven boat, but she promises to be the most 
dangerous contestant England has ever sent us to regain the cup." 

Defender will be handled by a genuine Yankee crew from 
"down East," under Captain Hank HafF, and not as Vigilant was 
by a crew of all nations. 

Defender's record is as follows: 

July 20. Fifteen miles to leeward and return. Defender de- 
feated Vigilant 2 minutes 45 seconds in 3 hours 18 minutes 40 
seconds. Moderate wind at start, good whole-sail breeze at end. 

July 22. Thirty miles, triangular course. Defender defeated 
Vigilant 9 minutes 17 seconds in 4 hours 19 minutes 30 seconds ; 
light variable winds. 

July 29. Twenty-one miles, Long Island Sound. Defender 
defeated Vigilant I minute 49 seconds, in 2 hours 55 minutes 32 
seconds ; very light breeze at start, moderate at finish. 

July 30. Sixty-four miles, Hempstead to New London. De- 
fender broke down three miles from the finish when leading Vigilant 
about three minutes. The wind was twenty miles an hour all the 
time and Vigilant sailed the course in 4 hours 40 minutes 37 
seconds. 

July 31. Thirty-six miles, New London to Newport. Defender 



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OFFICIAL SIGNAL PROGRAM 



RILOTS 

CKPTKINS 

BE FAIR! 



GIVE THE GREAT YACHTS SEA ROOM! 



Don't pass the yachts to the windward ! 

Give them a wide lee and try not to give them 
your steamer's wash ! 

There is room on the broad Atlantic for every 
steamer attending the races without repeating the 
annoyances of two years ago! 

Let all officers in charge of steamers be jealous of 
their country's reputation for fair play, and bound in 
honor to give both contestants all the sea room they 
need, and there will probably be little complaint. 



[ Continued from page 3 . ] 
defeated Vigilant 12 minutes 2 seconds, in 4 hours 6 minutes 10 
seconds. The wind was about twelve knots an hour. 

August 2. Thirty miles, triangular course, Goelet cups. 
Defender broke down when six miles from the finish, and was lead- 
ing Vigilant about eleven minutes. Fresh breeze. 

August 3. Thirty-seven miles, Newport to Vineyard Haven. 
Defender defeated Vigilant 6 minutes 24 seconds, in 3 hours 1 1 min- 
utes 34 seconds. Fresh ten-knot breeze all the way. 

August 5. Thirty-seven miles, Vineyard Haven to Newport. 
Defender defeated Vigilant 9 minutes 9 seconds, in 4 hours 9 min- 
utes. Ten knot breeze all the way. 

August 6. Twenty-one miles, triangular course. Defender 
defeated Vigilant 6 minutes 10 seconds, in 2 hours 44 minutes iS 
seconds. Light and varying breezes. 

August 8. Twenty-one miles, triangular course. Defender 
defeated Jubilee 9 minutes 19 seconds, in 2 hours 16 minutes 15 
seconds. Light and variable winds. 

Auo-ust 20. Forty miles. Defender withdrew after completing 
first twenty miles. She was then 4 minutes and 3 seconds ahead of 
Vigilant in 2 hours 17 minutes 36 seconds. Wind about twelve 
knots. 

August 29. Twenty-four miles, triangular course. Defender 
defeated Vigilant 18 minutes 3 seconds, in 4 hours 49 minutes 40 
seconds. A drifting match on the first leg, light breeze on second 
leg, and good breeze on last leg. 

August 30. Twenty miles. Defender defeated Vigilant 5 min- 
utes 12 seconds, in 2 hours 52 minutes 10 seconds. Wind ten knots 
an hour. 




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MARINE VAPOR ENGINE COMPANY, Foot of Jersey Ave., Jersey City, N. J. 



HANDBOOK OF INTERNATIONAL YACHT RACING 



THE GREAT DEFENDER i 



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HATS 



ig4 Fifth Ave., under Fifth Ave. Hotel, New Yorl;: 
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330 Fulton Street, Brooklyn 

igi and ig3 State Street, Chicago, III. 

AGENTS IN ALL THE PRINCIP.\L CITIES 
SIX HIGHEST AWARDS AT COLUMBIAN EXPOSITION 



l^Frogram — Continued from Jxigt: /] 
POSTPONEMENT SIGNALS, Etc. 

Letter H. — Do you assent to postponing start until later in 
the day ? 

Letter Q. — Do you assent to calling race off for the day ? 

If a yacht assents she will display Letter C. 

If a yacht dissents she will display Letter D. 

Race postponed on account of fog. Letter L. 

Race postponed until later in the day, Letter S. 

Race postponed until another day, Letter Z. 

Letter V. — The starting point \vill be shifted out from the 
Lightship. 

In case of serious accident to either yacht, prior to the Pre- 
paratory Signal, she will display Letter M, and shall have 
sufficient time to repair before being required to start. Should 
such accident occur during a race, she shall have sufficient time 
to repair before being required to start in the next race. 

In case the start is postponed, or the starting point is shifted 
from the Lightship, a Preliminary Signal will be made by firing 
a gun and displaying the Yacht Ensign at the fore. 

The Committee Boat will display the Club signal at the fore, 
and the Committee flag aft. 

Should the Committee Boat fail to reach the finish, her place 
will be taken by a vessel displaying a red ball. 
S. NICHOLSON KANE, \ 

CHESTER GRISWOLD, -Regatta Committee. 
IRVING GRINNELL, ) 

The Racing Rules, Time Allowance, and System of Meas\ire- 
ment of the New York Yacht Club shall govern. 

Best three out of five races, outside of headlands, over 
courses each thirty nautical miles in length, and with a time limit 
of six hours. 

The first, third and fifth races shall be to windward or to lee- 
ward and return. The second and fourth races shall be around an 
equilateral triangle, one leg (and the first, if the wind permit) 
being to windward. 

One day shall intervene between each racing day, unless by 
special agreement. A race postponed or not finished within the 
time limit shall be decided before the next race in the series is 
taken up. 

The races will be started off Sandy Hook Lightship, the Pre- 
paratory Signal being made at 10.50 a.m. But if on the day of a 
race to windward or leeward the course cannot be laid from the 
Lightship, then the race will be started from some point further 
out to sea; 



OFFICIAL SIGNAL PROGRAM 




HANDBOOK OF INTERNATIONAL YACHT RACING 



Description of Valkyrie III 



VALKYRIE III is 129 feet over all, with 26 feet 2 inches beam, 20 
feet draught, and has 77 tons of lead in her keel. Her water 
line measurement is about 90 feet. She is built from lines laid down 
by G. L. Watson, England's foremost naval architect and designer of 
the Thistle, Valkyrie II, Queen Mab and a host of equally well, 
known yachts. Valkyrie, like Defender, is syndicate built, despite 
the fact that she is always referred to as Lord Dunraven's boat. 
Her syndicate is composed of the Earl of Dunraven, Earl of Lons- 
dale, Emperor William's chum ; Lord Wolverton, and Harry McCal- 
mont, called the "wealthiest commoner of England." Roughly 
speaking, she is a flat, shallow boat, with a deep fin keel, and relies 
like Defender on the enormous amount of lead placed very low 
down for power. She has a tremendous overhang and a great 
sheer. Viewed as a whole, she might be called a modified compo- 
site fin keel cutter of great beam and enormous sail power. She is 
the ninth vessel built expressly to capture the America's Cup. Her 
sail spread is the largest ever carried on a single sticker, and though 
it is not definitely known just what she will throw to the breeze in 
the races, it will be about 12,500 square feet of duck. Her mast 
from deck to head measures 96 feet. The gafl is 59 feet long, and 
her main boom is 105. feet, and like the Defender's is made of steel, 
combining great strength with a saving of weight when compared 
with the usual wooden boom. 

As this publication goes to press before the official figures are 
announced, the above are given as approximately correct. 

Valkyrie III was built especially for the light winds which 
prevail off here during the fall. In light winds she is a decidedly 
superior boat to Britannia, which so signally defeated Vigilant, but 
in heavy weather she showed such instability that there was a 



hasty addition of from twelve to fifteen tons of outside lead on her 
keel. Unless she was purposely held back in her trial races in 
England, to keep the Yankees from "getting a line on her," she 
may not, after all, be a better boat than the Britannia. In fact, 
there has been somewhat of a public demand across the water that 
the Prince of Wales' sturdy cutter be sent over here. Valkyrie's 
trials were not satisfactory. 

The Valkyrie's crew are all Englishmen. Capt. William Cran- 
field will divide honors at the helm with Capt. Sycamore. 

The record of Valkyrie III is as follows : 

July I. Defeated Britannia by 46 seconds in drift, but beaten 
by Britannia I minute 18 seconds on time allowance. The race 
was at fifty miles, the course being sailed over three times, but was 
declared finished at the end of the second round, the distance sailed 
being thirty-eight miles. Half a mile from the finish Valkyrie III 
led by five miles, but ran into a calm. Britannia came along 
under a light breeze, and when Valkyrie III got it they were on 
level terms. In the half mile her gain was 46 seconds. 

July 3. Britannia defeated Valkyrie III. 3 minutes 8 seconds, 
actual time, and Ailsa i minute 10 seconds, in a fifty-mile race. 
The wind was strong and Valkyrie III did not attempt to carry all 
her sail. 

July 5. Valkyrie III defeated Ailsa in a fresh breeze in a race last- 
ing 2 hours and 15 minutes, by 15 minutes. Britannia did not start. 

July 6. Valkyrie III defeated Britannia 18 minutes 26 seconds, 
and Ailsa 19 minutes 47 seconds, in a fifty-mile race. The beating 
was greater than that, for the other two crossed the line too soon, 
and Valkyrie III waited for them to come up. The breeze was 
about twelve knots an hour. 



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Railroad Tickets to Local and Through Points 

Steamship and Railway Tickets to all European Points. Cabins 

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31 East 14th Street 
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OFFICIAL SIGNAL PROGRAM 




C. OLIVER ISEUN 





E. D. MORGAN 



IV. K. I'AXVLRHJLr 



THE SYNDICATE OWNERS OF "DEFENDER" 

[^,1' courtesy of ^•Leslie's Wakfy "] 



HANDBOOK OF INTERNATIONAL YACHT RACING 



C. Oliver Iselin 



VERY few of the thousands of persons who have been reading 
about the great American sloop Defender realize what a great 
amount of brain-work has been expended in the preparation of the 
yacht for the great marine battle beginning next Saturday. 

The yachtsmen who furnished the money with which to build 
Defender are William K. Vanderbilt, Edwin D. Morgan, and 
C'. Oliver Iselin. The first two named asked Mr. Iselin to undertake 
the management and fitting out of the yacht from the time she was 
delivered by her builders until the international races were sailed. 
This was a work of the greatest importance, and members of the 
New York Yacht Club are loud in their praise of Mr. Iselin for the 
way in which he has performed it. 

On January 17 the New York Yacht Club officially announced 
the names of the men who had agreed to build a cup defender. 
Five days later the contract was signed with the HerreshofTs to 
construct the yacht. She was to be delivered by June 15, but 
owing to delays in obtaining aluminum plates and other material, 
it was 158 days before she was launched, and a week later she was 
formally accepted by her owners. 

Subtracting twenty-two Sundays from the total number of 
days, it took just 136 working days to construct Defender. Much 
of Mr. Iselin's time and advice was needed during these days of 
construction, and nearly all the rest of his time was spent in drilling 
the crew of Deer Island sailors on board Colonia, the sloop that was 
chartered for the purpose of breaking them in, as it were, for the 
more serious work ahead. 

When Defender was launched on June 29 the real work began 
for Mr. Iselin. The three days during which the yacht remained 
fast on the ways were an.xious days for him. From her launching 
date until she was officially selected to defend the cup, sixty-two 
days elapsed. Of these, three were spent on the Bristol ways, 
there were nine Sundays, and she has sailed in twelve races, leav- 
ing only thirty-eight actual working days that they have had to get 
her into shape for what will undoubtedly be the greatest contest 
ever witnessed between two single-stick yachts. 

It is no wonder, then, that yachtsmen who know these facts in a 
general way are talking as much of C. Oliver Iselin as of the great 
white sloop. Mr. Iselin was born in this city about forty-one years 
ago. He is the son of Adrian Iselin, the banker. He received a 
liberal education at home and abroad, and at an early age developed 
a fondness for yachting. One of his earliest yachts was the famous 
jib and mainsail open boat Mary Emma, built for him by Pat 
McGiehan, of Pamrapo, N. J. Many a race he won with her. His 
next boat, the open sloop Dare Devil, was built by Jake Schmidt, 
of Stapleton, S. I. It was at the tiller of such boats as these that 
many a smart racing skipper of to day took his first lesson. 



In May, 1S87, Mr. Iselin's steel sloop Titania — a seventy-footer — 
was launched from the Piepgras yard at City Island. She was 
designed for him by the late Edward Burgess. Her speed and sea- 
worthy qualities were so good that the Auchincloss Bros, com- 
missioned A. Gary Smith to design a boat of the same water-line 
measurement to beat her. The Katrina, now owned by George 
Work, was the result. The rivalry was keen between these two 
boats for years, until the late Robert W. Inman bought the Titania 
and converted her into a schooner. She is now called the Dagmar. 
Titania, under Capt. Iselin's skillful handling, won many a race, 
among them the Goelet Cup for sloops in 1889. 

Mr. Iselin's first wife was Miss Fanny Garner, a niece of Com- 
modore Garner, who was lost in the steamer Mohawk in 1876. She 
died about six years ago, leaving four children. During the spring 
and summer of 1893 Mr. Iselin had charge of Vigilant, and pre- 
pared her for the races against Lord Dunraven's Valkyrie II. His 
work at that time was so thoroughly appreciated that the New York 
Yacht Club presented him with a handsome cup for his services. 

In June, 1894, Mr. Iselin married Miss Hope Goddard, the only 
daughter of Col. William Goddard, of Providence. She is said 
to be an heiress with twenty millions at her command. Mrs. Iselin 
christened Defender when she was launched, and she has lived on 
the yacht and sailed on her in every race since the launching. She 
takes a deep interest in Defender, and naturally in everything that 
her clever and accomplished husband does. 

Mr. Iselin sailed on Vigilant in several of her important races 
in British waters last year, he having visited Norwaj' and other 
points of interest shortly after his marriage. 

Mr. Iselin's work on Defender is so fresh in the minds of all 
American yachtsmen that it needs no rehearsal. It is doubtful if 
there could have been found another man who would have so un- 
selfishly devoted his time and money to the object in view, and who 
could have accomplished so much in the short time allotted to. 
him. 

The crew of Defender admire and respect Mr. Iselin, and they- 
take a personal interest in the work done on board the big sloop. 
All feel that she is bound to win, and every man Jack of them 
means to obey orders to the letter and try his level best to make; 
her win. 

No man ever worked harder to bring his boat to the post in true- 
racing form than has Mr. Iselin. He has lost sleep fretting about 
the Defender, and all through the struggles and breakdowns he 
has held his courage. He has tremendous staying powers, and is 
just the man to be at the head. There is not a bit of the quitter in 
his makeup, and now that race day is near at hand, he should 
receive the full sympathy and support of his countrymen. 




il) 



OFFICIAL SIGNAL PROGRAM 




SCHOONER YACHT '-AMERICA' 
First JVitmt'r oj iJid Fntiioiis Cup 



HANDBOOK OF INTERNATIONAL YACHT RACING 



11 



All of the details of each day's program will be found in this com- 
plete handbook. 

ILLUSTRATION. 

When the committee boat displays code flags refer to our front cover 
and find what letters the flags represent. Then to general program for 
meaning of single flags, and to the following for flags displayed m sets of 
three. See compass and chart pages for further explanation. 



SIGNAL CODE FL.\GS USED. 




COURSES SIGNALED. 


D BC 




. . .North. 


DBF 




...N. >^ E. 


DBG 




...N. by E. 


D B H 




. . . N. by E. y^ E. 


D B J 




. N. N. E. 


D B K 




...N. N. E. % E. 


DEL 




. ..N. E. by N. 


D B M 




...N. E. >4 N. 


D B N 




. ..N. E 


D BP 




...N. E. Yz E. 


DB 




.. .N. E. by E. 


D B R 




. ..N. E. by E. Yz E. 


D B S 




...E. N. E. 


D B T 




. E. N. E. ]i E. 


D B V 




. . . E. by N. 


D B W 




...E. ;4 N. 


DOB 




. . . East. 


D C F 




...E. Yz S. 


D C G. 




. . . E. by S. 


D C H 




...E. by S. Y- S. 


D C J 




...E. S. E. 


DC K 




.. .S. E. by E. Yz E. 


DC L 




...S. E. by E. 


D C M 




...S. E. Yz E. 


DCN 




...S. E. 


D CP 




. . . S. E. Y S. 


D C Q 




...S. E. by S. 


D C R 




. . .S. S. E. Yz E. 


DCS 




...S. S. E. 


D C T 




.. .S. by E. Y E. 


D C V 




. . . S. by E. 


D C W 




...S.Y E. 


DF B 




. . . South. 


D F C 




...s. ;4 w. 


D F G 




. . . S. by W. 


D FH 




. . . S. by W. Y W. 


D F J 




...S. S. W. 


D FP 




. . . S. S. W. Yz W. 


D F K 




. S. W. by S. 


D F L 




...S. W. Y S. 


D F M 




...S. w. 


DFN 




. . . S. W. Yz W. 


D F O 




. ..S. W. by W. 


D FR 




. . . S. W. by W. Y W 


D F S 




. ..W. S. W. 


D F T 




. ..W. by S. Y S. 


D F V 




...W. by S. 


D F W 




...W. Y S. 


D G B 




. ..West. 


D G C 




...W. Yz N. 


D GF 




. . . W. by N. 


D G H 




. . . W. N. W. Yz W. 


D G J 




...W. N. W. 


D G K 




. ..N. W. by W. Yz \\ 


D G L 




...N. W. by W. 


D G M 




...N. W. Y W. 


D G N 




...N. W. 


DGP 




...N. W. Yz^. 


DGO 




...N. W. by N. 


D G R 




...N. N. W. Y W. 


D G S 




. . . N. N. W. 


D GT 




... N. by W. Yz W. 


D G V 




...N. by W. 


D G W 




...N. Y W. 



PURITAN 




TEN years ago, September 7, 1S85, Puritan and 
Genesta made five attempts before a finish was 
made within a time limit, one of these postponements 
being- caused by a foul. Puritan finally won by 16 
minutes 19 seconds in light winds on September 14th. 
In a race of twenty miles to windward and return on 
September i6th, Genesta was accommodated with many 
kinds of "cutter weather," but was not equal to the 
first Burgess cup defender. A grand race was sailed, 
and resulted in a victory of i minute 38 seconds for the 
Puritan. The late Robert Center, one of America's 
foremost yachtsmen, was aboard the Genesta as the 
cup committee's representative. 

Puritan was a revelation to all Americans. She 
made new records for all her points of excellence. She 
pointed closer and footed faster than any yacht had 
done before, and her designer was at once recognized 
as leader in all American ideas on yacht designing. 

Puritan's dimensions were: Length overall, 93 feet; 
length water line, 81 feet \% inches; beam, 22 feet 7 
inches; draught, 8 feet 5 inches. Her gaff was 47 feet 
long, and her boom 76 feet long — each being about 
seventy per cent of the gaff and boom of Defender. 




12 



OFFICIAL SIGNAL PROGRAM 



Lord Dunraven and the English Syndicate 



CLIPPINGS FROM THE PRESS 



LORD DUN'RAVEN needs no introduction to American readers. 
He is a man o£ varied attainments, and a sportsman of the 
best type. He takes defeat gracefully; he wears the honors of 
victory moderately; he never puts on airs, and the one thing that 
would make life unendurable to him would be idleness, and he is 
going to keep on trying for the cup until he gets it, or gets too old 
to try any longer. 

Lord Lonsdale, Lord Wolverton and Mr. Harry L. B. McCal- 
mont will share the pecuniary burden with him. 

Commodore Smith, in speaking of the Cup Committee's con- 
ference with Lord Dunraven at the New York Yacht Club house, 
said: 

"Remarkable accord and unanimity were displayed between 
the parties at this meeting. Only the preliminary conditions of 
the cup races were to be agreed upon, and Lord Dunraven assented 
to the conditions which we had mapped out as proper, and, in fact, 
even suggested certain things which we had always hitherto be- 
lieved desirable." 



" Anything for sport " might well be the motto of Hugh Cecil 
Lowther, fifth Earl of Lonsdale. To the robust constitution of the 
outdoor-loving Englishman he unites the restless energy of a 
"down East" Yankee. Born rich and in a prosaic age, he has 
eschewed all temptations to lead a life of slothful ease, and, in his 
way, has contrived to make life e.\ceedingly interesting. 

He started for the North Pole by way of Canada. Just how 
near he got to it nobody knows e.xactly, but he stuck to it much 
longer than was pleasant for his attendants, who would have much 
preferred warming their shins before a comfortable log fire. 

Before that he had exhausted the excitement of shooting big 
game in the Rocky Mountains — a trip, by the way, on which his 
wife, Lady Grace Lowther, as she was then, accompanied him. 
"She," to quote from an English journal, which, to tell the truth, 
can hardly be regarded as an authority on the subject of bears, 
" cooked the food, and, quite as courageous as he, held the ponies 
while he shot the grizzlies, the huge beasts often passing so near 
her that the animals shivered with fright. But she never trembled. ' ' 

Lonsdale is an all-round sportsman. He has a temperament 
that keeps him on the go. Motion seems to be to him what rest 
is to other persons. Perhaps this is why the Emperor of Germany 
is so fond of him, having a temperament of the same sort. His 
recent lavish entertainment of the Kaiser has been described in 
cable dispatches. It is said to have cost him a small fortune, but a 
small fortune makes a very small hole in his long purse. 

The quality of the sporting blood that is in Lonsdale was shown 
when, just before the yachting season opened in British waters, 
hearing that Howard Gould was going to race the HerreshofF 
twenty. rater Niagara against all comers, he got rid of his Deidre 
and commissioned young Fife to build an up-to-date fin-keel yacht 
of the same class — that is, about forty-six feet on the water line — 



for the express purpose of beating the Yankee craft, if possible. 
The boat was rushed through in a few weeks, and to that British 
critics have, in a measure, attributed her failure to accomplish what 
had been expected of her. She is a fast boat, but not quite fast 
enough to catch the Niagara. 

Like most Englishmen who go in for yachting, Lord Lonsdale 
is not content with one boat. For cruising purposes he has a large 
schooner, the Verena, of 316 tons, Thames measurement. She 
isn't speedy, but she is fitted up with everything necessary to make 
life afloat enjoyable. It was on board of her at Cowes last year 
that Lord Lonsdale entertained the Emperor of Germany and won 
his royal favor. The Prince of Wales was one of the guests. 

Lord Lonsdale was born in 1S57, and married in 1878 Lady 
Grace Gordon, sister of the present Marquis of Huntley. He suc- 
ceeded to his title in 1882. 



Lord Wolverton, another titled member of the Valkyrie syndi- 
cate, is accounted one of the luckiest men in England, 'though what 
was luck to him was death to others. His natal day, September 24, 
1864, dawned upon the second son of a fourth son. Five years later 
his grandfather was created first Lord Wolverton, and between then 
and 1888 the lives which barred his way to the peerage and one of 
the largest fortunes of the world succumbed to the decrees of fate, 
and Frederick Glyn inherited a coronet, and not only a balance in 
the bank, a balance which went well into seven figures, pounds ster- 
ling, but a bank of his own in which to deposit it. He is head of 
the firm of Glyn, Mills, Currie & Co., whose establishment in Lom- 
bard Street, London, is synonymous with "Tom Tiddler's ground," 
where those who have the "entree" can pick up as much gold as 
they please. 



Mr. McCalmont is the only member of the syndicate who hasn't 
a title. But he has a mint of money, has recently been elected a 
member of Parliament — which fact, it is said, will prevent him from 
coming over to see the races for the cup — and enjoys the distinction 
of owning the finest and speediest seagoing steam yacht in the world, 
the Giralda. She is so constructed that in case of war, quick-firing 
guns could be mounted upon her and she could be utilized as a 
commerce destroyer, for which her great speed would render her 
admirably adapted. And her owner has patriotically announced 
that if England ever wants her for that purpose England can have 
her. But for the present, life on board of her savors of anything 
rather than the rigors and hardships of naval service. That may be 
inferred from the fact that on her muster roll are five cooks and 
about half a dozen stewards. 

All the members of the syndicate are sportsmen, and rich 
enough to stick to the game of building cup challengers or cup de- 
fenders almost as long as those who have invested in the latest 
HerreshofT creation. 



HANDBOOK OF INTERNATIONAL YACHT RACING 



13 



Two Englisli (5up (51]all6i]g9rs 




GALATEA, 1886 



#M 







y^^;- 



€Q-ppi<jtit by sour i 



VALKYRIE, 1893 



^X^ 



HERRESHOFF 

THE HerreshofFs of Bristol, R. I., father and son, are the most 
famous small boat builders in America, and into Defender 
put the experience of years with the building of other cup 
defenders. 

Herreshoff has demonstrated his capability to turn out a boat 
of the keel form far superior in all the true characteristics of a 
racing yacht to those of the cup victor of 1S93. 

Has Watson enough slcill or experience to beat Herreshoff at 
his own game? When we look at Gloriana and Wasp, two splendid 
keel craft, or at Vigilant, a magnificent centerboard boat ; at 
Niagara, a fin-keel vessel — all of which have demonstrated their 
superiority, atone time or another, to all antagonists, the presump- 
tion is that Nat Herreshoff's star is in the ascendant and that Dun- 
raven's new craft will be defeated. 

To build a successful cup defender is the ambition of every 
designer. The wonderful success of three Burgess boats so com- 
pletely satisfied the English yachtsmen that they did not again 
attempt to wrest the honors from the Yankees until 1893. They 
could not beat a Burgess, and with one victory already scored and 
another well in hand, Mr. Herreshoff has shown himself able to 
cope with the many difficult problems that all lead to success if 
solved or defeat if not mastered. The careful analysis Mr. Watson 
is making of "everything in sight " about Defender is evidence of 
the high regard he has for the prowess of the Yankee. 




MAG/C 



VAL-KI'-REE. 



To the Mtiilor of The Sim. 

Sir : Will you give the correct pronunciation, origin, and defi- 
nition of the word Valkyrie? T. S. 

New York, August 30. 

The name o£ Lord Dunraven's yacht is pronounced Val-ki-ree, 
with the accent on the second syllable. The word signifies 
"chooser of the slain." It comeS from the Icelandic Valkyrja, 
more familiar in the German form, Walkure. In the Norse mythol- 
og>- it means one of the virgin attendants of Odin, who cany to 
Valhalla heroes slain in battle. — The Sun. 



14 



OFFICIAL SIGNAL PROGRAM 




IN CHINESE WATERS 




OPEN TO CHALLENGE /A THE FIJI ISLANDS 



HANDBOOK OF INTERNATIONAL YACHT RACING 



15 



The David B. Cfoc^ett Co. 

FINE VARNISH 



Makers i>f 







"SPAR GOnPeSlTlQN" 

Price, $4'per"Gallon 

A TOUGH, ELASTIC COATING FOR ALL WOOD OR IRON WORK 
EXPOSED TO THE EXTREMES OF WEATHER 

As a finish on all exterior parts of steamships, yachts, canoes 
and vessels of all kinds, will wear longer than the best English or 
other varnishes. 

' ' * As a finish on outside and vestibule doors, window casings or 
any e.xposed parts of edifices, will outwear any other material. 

"SPAR COMPOSITION" 

Is positively waterproof. 

It will not crack, turn white, or blister. 

It can be washed with hot or cold water and soap without injury. 

It can be used on hard or soft wood, painted, stained or grained 
surfaces. 

It will cover six hundred square feet of surface to the gallon 
for a finishing coat. 

Its extreme toughness and consequent durability make it 
superior to any article of its kind manufactured. 

Office and Factory; BRIDBEPORT, CONN., U. S. A. 



FHE "COMMERCIAL" 



The Leading Atlantic Cable Co. 




cable and telegraph oeeice 
On The Atlantic! 

INTERNATIONAL YACHT RACES 



THE company's steamer "Mackay-Bennett " will lay a subma- 
rine cable to the scene of the yacht races. The end of the 
cable will be on board and specially connected with England 
and France through the company's main ocean cable landing at 
Coney Island. 

The postal TELEGRAPH CO. will also have an ollice on 
board and will forward telegrams to all points in the United States 
and Canada. 

CABLEGRAMS AND TELEGRAMS RECEIVED ON BOARD AT 
THE REGULAR TARIFFS 



John W. Mackav, President 



Geo. G. Wakd, Vict-Prit. and Gih. Mgr. 



Defender and Valkyrie III Compared 

By A. G. McVEY 

IN 

New Vorl< Horald, A.UKVist 26th, 1865. 



In a Moderate Breeze a Toss Up, with 
Defender's Chances Good. 

VALKYRIE 111 IS DANGEROUS. 



She May Develop Elements of Strength Which 
It Is Impossible Now to Forecast. 



i>Er^i3i«r>i3i«'sii CK13 xx' IS* \<js. -w . 



Much Depends on the Start and Not a Little on the Hand- 
ling: of the Boats. 



I have no use for letter writers who send communications to 
the managing editor, saying, "Why don't your yachting man give 
us his ' private opinion ' of the coming races ? " " Private opinion " 
is funny, indeed, for I have not got any to give. .\ll that I have 
ever written about the Valkyrie and the Defender has been in 
accord with the best light in me, let the axe fall where it would. In 
nothing is it so hard to prophesy as the result of a yacht race. What 
may appear all right to-day may be all wrong to- morrow, for in 
yacht racing there is a constant change going on of wind, chance 
and weather, and with the fight for champion honors narrowing 
closer every day, a boat has to be built almost for the weather of 
the country she is to race in. Ten years ago our yachtsmen were 
just getting an idea of design and equipment. The problems of 
design, of power and of sail were but little understood, and men 
were then in the dark, because they were not able to grasp ques- 
tions which since have been solved by building. 

For instance, Americans gcncnilly knew but little of the cutter 
rig, except, perhaps, such as w.is learned from the Uritish boats 
Maggie, Stranger, Madge, and others of the earlier cutter comers. 
To-day nearly all the young amateurs can tell you about cutter rig, 
and young John Paine, of Boston, has seen the British .ind gone 
tliein better, for he has invented some new notions in rig which are 
far better than Watson's. To .predict the winner of the coming 
matches for the cup is undertaking a job the inside of which has 
inuchy much of the conundrum in it. \ child might be able to ask 
[ Conlimied on pagt // . ] 



16 



OFFICIAL SIGNAL PROGRAM 



THE LAYMAN PNEUMATIC SPORTING AND OUTING BOAT 




They All Lilce It 

The Ladies Lilce It 

So Do the IVEen 

The Children Enjoy It 

It Is Good Kor IVIan^^ Uses 



It is Life-Preserver and Boat combined. 

It is light, safe and comfortable, and the greatest convenience yet 
discovered for duck-shooting and fishing. 

No Yacht, Steamboat or Ocean Vessel is fully equipped without 
it. It will double the pleasure of an outing and serve you well in 
case of need. Place your order in time to be filled for this season. 

Address 

H. D. LAYJVLAN 



'^^ 






mmr'-WM 



dif/fe- 






Af 



Office and Salesroona, 30 West SOth St., Cor. Broadway 



DRINK 



Johanni^. 



THE KING OF TABLE WATERS 




R. TEddowea, 
W £<t(towes-- 



353 &355l6Ti|JAvE Cor-22nd-5t . 

ELEVATOR "'- -'^^vC-*^^^"^'^" 
ENTRANCE THROUGH JA^^ * ^rtte 
RIKER'S DRUG STORE- «^a-''' .~i"^- 

/MPERIALS ^3SS e-H2° PEP DOZ. 



353 &355;.6TH-AyE Cor-22nd-5t ■ 

ELEVATOR - — ^^JH,::^^^ 
ENTRANCE THROUGH JW«:VH ^ ^rx,- 
aiKER^ DRUG STORE- ''^^^ .~S"^- 

IMPERIA13 132P £-*#2P P£» DOl. 



SCORE CARD. 




Start 


ist Mark 


2d riark 


Finish 


Elapsed Time 


Qorrected Time 


DEFENDER 
1st Day. 

VALKYRIE 


























DEFENDER 
2d Day. 

VALKYRIE 


























DEFENDER 
3d Day. 

VALKYRIE 


























DEFENDER 
4th Day. 

VALKYRIE 


■■% 
























DEFENDER 
5th Day^ 

VALKYRIE 



























The times will be bulletined in large figures on the Committee Boat. This feature 
of the International Races is new and will be greatly appreciated by the public. 



R TBtfdowea. 
W EfJdowes.'*' 




..iS^^S 



353 &355>6Tif'AyE Cor 22nd-Stv 

ELEVATOR ^ ' •'^'\(!^^^&^ 
ENTRANCE THROUGH JA^:^ ^ (^f.^. 
RIKER5 DRUG STORE- «^»-' -^ ^■ 

IMPERIALS '39S 6-H9°PER DOZ. 




353 &35i6Tit!AyECoR 22nd 5t-. 






ELEVATOR 

ENTRANCE THROUGH J«iVTI ' <^tOxi 
SIKER'S DRUG STORE- " ^1^' "^ •^■' 

IMPERIAIS '3S0 t-HSS PER DOZ. 




>r 



9M/ 




IM THE mmy OVER.30 y^ars^aiJo 

IHEBESIKN()l^llBK)\l(DI)IAM[p 




MEPHISTO 
CIGARS 



MEPHISTO 
CIGARS. 




° SCOTLAND 

LIGHT- 




SANDY ^=^ HOOK, 
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Hxnos 




MEPHISTC 
CIGARS. 



D.HIRSCH (ScCOMPANv; 



33iAH^333 BOVerV; 



NEW YORK- 



International : Yacht : Races 

*^^^ 1896 ^^> 

DEFENDER-VALKYRIE III. 

An unusual opportunity to witness the Races for the AMEKICA'^ CUP will be 

afforded a limited number of persons on the 

St^arqcr "MOUNT HOPE" 

Of the FALL RIVER AND PROVIDENCE STEAMBOAT CO. 

She will leave Pier i8, North River, foot of Murray Street, at 9.30 a. m. 

And accompany the contesting yachts over the course each day. 



MUSIC BY A FINE ORCHESTRA. 



Refreshments will be served by a First-class Caterer. 



$3.00 - - FARE FOR EACH RACE - - $3.00 

INTERNATIONAL YACHT RAGES. 



wi 



The Seagoing IVin Screw Steel Steamer 

-j^-^^'AL FOSTER," ^^i- 

ill accompany the Yachts over entire course, fast enough to be at 
The Start, at the Outer Marks and at the Finish for the 

Americei's Cup, Seiturcigiy. Septerqber Ttt], 

LEAVE EAST 31st STREET 9 A. M., BATTERY 9.45 SHARP. 



TICKETS, Limited, - - - $2-00 EACH, 

For Sale at Tyson's Principal Hotels, Cook's, 261 and 1225 Broadway, and Battery Pier. 



We would request our Patrons to board the Steamer at Slst Street, to aroid delay at the Battery. 



HANDBOOK OF INTERNATIONAL YACHT RACING 



17 



^Defender and Valkyrie IJI Compared — Conti>uitd.'\ 
a naval architect some question, and he could not answer it. For 
instance, Watson might be asked why 26 feet 2 inches extreme beam 
is better than 25 feet 11 inches, and, again, he might be asked why 
15 feet across the taffrail is not better than 10 feet. So it goes. 
Question after question might be asked of yacht architects, and to 
none of them, when it comes down to a few inches, especially in 
beam, can any of them give a satisfactory answer. When such easy 
questions as the above cause a bit of trouble for them, can it be 
wondered at I most reluctantly approach the task laid before me — 
with great anxiety, apprehension, yes, fear — lest time may prove all 
my predictions a sort of dreamy imagination? Before proceeding 
to compare the Defender with the Valkyrie, I ask myself this simple 
question : " How much is the Vigilant faster than she was in 1893 ?" 
VIGILANT IS IMPROVED. 

On my own question I'm brought up with a round turn, and 
" Where am I at? " suggests itself. Some inquisitive reader shouts 
out to himself, "How does he know anything about it? " 

Then, again, comes the question : "Is she improved at all ? " 

In answer to the first question : "Is she improved this year 
over 1893?" I say, emphatically, yes; and why? Having the data 
of Vigilant before me as she was in 1893 and as she is to-day, an in- 
telligent comparison can be made of her, because of the dealing 
with a known quantity. 

How is she improved? 

In two ways, at least. 

First, the Vigilant is not now fenced in with a fixed water line 
length of 87.60 feet. In 1893 this was the dead-line mark for her. 
It meant positive disqualification, because the New York Yacht 
Club and Lord Dunraven agreed that either ship going anything 
over two per cent, over 85 feet water line should be disqualified, 
hence the Vigilant lacked the needed power to properly carry her 
sail well, stand up on her feet and present her lateral plane for best 
effect for side pressure, because she could take in no ballast. In 
other words, the Vigilant in 1893 could not of herself exert enough 
power to carry her sail properly in all conditions of wind and 
weather. 

How is she now in this latter respect? 

The 87.60 feet water line fence has been taken down, and under 
the terms of the present match the Vigilant can go up to 90 feet 
water line before the bar of disqualification has been reached. This 
is an advantage, and it carries with it — what? 
NOW THE BRIT.\NNIA. 

Through with Vigilant brings me to Britannia, the ever lucky, 
splendidly sailed and well handled ship. Nor must Lord Dun- 
raven's sunken Valkyrie II be left out of the comparison. I have 
never spoken through the columns of this great international news- 
paper or given my opinion of Valkyrie II as compared with the 
Britannia. Now that I am sizing up the Vigilant for comparison 
with Defender and Valkyrie, it is quite necessary for me to tell the 
reason why Valkyrie II, to my mind, was a better boat than the 
Britannia. The Vigilant over the cup courses, outside a hammer in 
a steep sea and wind, was quite eight minutes faster than the Val- 
kyrie II in 1893, as an all-around boat. I never believed, all things 
else being even, that the Britannia was the equal of the Valkyrie II. 
Yacht racing records are uncertain. They do not size up the per- 
formances of the boats on the level. 

A boat which goes through a season like Niagara with a big 
\Continued on page i^.J 



MAYFLOWER 




THE cup-defending Boston yachtsmen were so 
elated over the victory of Messrs. Forbes and 
Burgess with the Puritan that when Lieutenant Henn 
challenged for the cup in 1886 with his yacht Galatea, 
General Charles J. Paine ordered of Mr. Burgess an- 
other sloop which would be an enlarged Puritan. 

The genius of Burgess was triumphant. May- 
flower was a trifle superior to Puritan in that grandest 
test of a racing machine — a thresh to windward in a 
whole-sail breeze, when the spray comes a-dashing 
over the weather bow and wets the helmsman's face. 
Mayflower was indeed superb. 

The Galatea was a disappointment to everybody, 
being inferior to Mayflower, Puritan and Genesta. In 
the second race, on September nth, that best of all 
breezes, a full northwester, gave the contestants ample 
power for a great race, but the English yacht was not 
"up to snuff," and Mayflower won in splendid style 
eleven minutes ahead. 




IS 



OFFICIAL SIGNAL PROGRAM 




EARL OF DUNRAVEM 
Challenger for the American's Cup 



HANDBOOK OF INTERNATIONAL YACHT RACING 



\Defender and Valkyrie III Compared — Continuid.'\ 
winning per cent on its merits shows that she is fast. But with 
Britannia it was partly luck, partly good handling, and long service 
of the skipper and crew on board the same ship. The Vigilant had 
many a race on the other side in hand against the Britannia, when 
she lost it by a fluke. In light winds the Britannia showed up a 
shade faster than the Vigilant. In a good, whole-sail breeze, on 
open courses, such as was had oft' Bangor, Kingston and Queens- 
town, Ireland, the Vigilant, when she was not handicapped by stay- 
ing so often, always led the Britannia. To get at the facts of 
Vigilant's racing with the Valkyrie and Britannia in British waters, 
I asked "Lun" Miller, formerly mate of the Jubilee, also second 
mate of Vigilant when she was in England, and now mate of 
Vigilant, how he sized up the Britannia and the Valkyrie II with 
the Vigilant. He told me, just in such weather as we had in the 
last cup race, that the Britannia never did nearly as well with 
Vigilant as Valkyrie II did. Said Miller, "I'm sure Valkyrie II was 
faster than Britannia." 

The Valkyrie II's sailing with Britannia before she came 
over here clearly showed that she was just a bit better boat than 
the Britannia. I have always thought, and still think, that on the 
level the Vigilant in 1893 was at least six minutes faster than the 
Britannia, and that she was more rather than under. Any one can 
dispute this proposition, but it seems to me that the sailing of the 
two ships clearly proves it. This brings me then to Britannia and 
Vigilant of to-day, and how each sizes up as against the other. 

Is Britannia faster than she was in 1894? 

She has a larger sail plan, and surely Carter has not been on 
her three seasons without being able to improve her. Certain 
minor alterations have been made on the Britannia, but they are 
not so radical as those made on the Vigilant, so a fair margin for 
the improvement on the former would be, say, two to three minutes 
faster than she was in 1894. Allowing, then, that Vigilant is im- 
proved five minutes, and to-day, over our cup courses, she is at 
least seven or eight minutes faster than the Britannia, then how do 
Defender and Valkyrie size up on a line drawn through Britannia 

and Vigilant? 

VALKYRIE III AND VIGILANT. 

Taking Valkyrie III and comparing her with Vigilant — for the 
latter craft is surely the boat to size her up by — and what does one 
find ? There are some things about Valkyrie and Vigilant which are 
not conundrums, but facts, and, having certain facts, some ques- 
tions anent these two ships can well be dealt with. 

On the displacement question there is a difference of about ten 
tons between Defender and Valkyrie, the American boat having 
the smaller displacement. This is just so much less weight to force 
and drive through the water. Again, on the question of wetted sur- 
face, an all-important factor in yacht racing: Now that Valkyrie 
has been sunk by weight and taken on more draught, being, accord- 
ing to well-informed parties, something over twenty feet draught, 
the Valkyrie has more wetted surface than the Defender, certainly 
an advantage for the Yankee ship. 

On the question of sail spread, the plan of the Defender has 
been changed, chiefly and solely because designer HerreshofF found 
out after the Defender was overboard that she could carry more 
canvas; also, because the same designer first learned through these 
columns that the Valkyrie had a steel boom 105 feet 6 inches long. 
So far as is known, Watson put a big suit of canvas on the Valkyrie 
\Contimii:d on page 2i,'\ 



VIGILANT 








^m/f /vf^n? Jreauss carr't'^-'^^ 



AROUND this great sloop there cluster so many pleasant mem- 
ories of her work that there are many people loth to give her 
second place in their affections. 

The Iselin-Morgan syndicate, who built the Vigilant, was com- 
posed of the largest body of representative yachtsmen ever organ- 
ized for a similar investment. It consisted of Messrs. C. Oliver 
Iselin, Com. E. D. Morgan, August Belmont, Oliver H. P. Belmont, 
Perry Belmont, Cornelius Vanderbilt, Charles R. Flint, Chester W. 
Chapin, George C. Clark, Dr. W. Barton Hopkins, E. M. Fulton, 
and the estate of W. Astor Carey. 

The Vigilant's dimensions were : Length over all, 130 feet; 
water line. 85 feet (afterward increased by additional ballast) ; beam, 
26 feet ; draught, 14 feet. Her centerboard is 16 feet long, and it 
drops 10 feet. 

Vigilant's records were: 

October 7, 1893, won by 5 min. 48 sec. October 9, 1893, won by 
10 min. 35 sec. October 13, 1S93, won by 40 sec. 

There is little doubt but that Valkyrie's misfortune on the 13th 
of October has in a measure contributed to Lord Dunraven's deter- 
mination to win the cup. 

Nathaniel G. Herreshoff did his best with Vigilant. Designed 
expressly for racing in the waters off Sandy Hook, to defend the 
America's cup, with only a few turns, she was indeed great. She 
did the trick. It is always wise to judge by results. Vigilant ful- 
filled her destiny — that of a cup defender. 

Her designer's ambition to build a cup defender was realized, 
and the experience gained in the races of 1893 undoubtedly pointed 
in the direction of deeper keels and less beam. The Colonia's work, 
compared with Vigilant, pointed to that conclusion, and the Val. 
kyrie's wonderful windward work on October 13, 1893, confirmed it. 

In Vigilant's rajces this year we find that the foundations for a 
new type of boats, begun by Mr. Herreshoff in Gloriana, have been 
wonderfully developed in the greatest of all yachts, .-Vmerica's 
Defender. 

MR. GOULD'S SHARE OF THE HONOR. 

"Now that it has been definitely settled that the Defender will 
meet the Valkyrie in the races for the cup, it is proper to dwell on 



■20 



OFFICIAL SIGNAL PROGRAM 




COLUMBIA 




COUNTESS OF DUFFERIN 



YCoiitiniied from page tq\ 




the fact that Mr. George J. Gould's generosity in^placing the old 
champion, the Vigilant, at the disposal o£ the Regatta Committee 
for use as a running mate to the new boat has been of the great- 
est benefit to the managers of the champion of 1895." 

"If the exhilarating anticipation of a glorious struggle and a 
decisive victory shall be realized, no small part of the honor will be 
due to Mr. Gould. Without any expectation that the Vigilant 
would be chosen to defend the cup, but solely for the purpose o£ 
contributing to and establishing the Defender's superiority, he put 
his boat into competition at very large expense and has spared no 
effort to make her as useful as possible." 

"Mr. Gould had the ballast in the old boat, over twenty tons in 
weight, transferred from her hold to her keel, under the eyes of an 
expert, Mr. Willard. In addition to this the Vigilant was strength- 
ened internally and was fitted with sails said by good judges to be 
the finest ever spread off Sandy Hook." 

" It is not an exaggeration to say that the Vigilant has been an 
indispensable factor in the preparation of the Defender. The mag- 
nitude of the service and the admirable spirit in which it has been 
rendered ought to be universally recognized and appreciated." 




HANDBOOK OF INTERNATIONAL YACHT RACING 



21 



[Defindtr and Valkyrie III Compared — Continued.'] 

and has kept it on her. Some weeks ago I argued with the facts 
then on hand that Valkyrie III had more sail to wetted surface than 
the Defender. While the argument held good then, it does not now, 
because the Defender people — and very sensibly, too — have given 
their ship more sail. So when a mainboom is lengthened from loo 
to between 105 and 107 feet, and the gaff from 61 to 64 feet, it is 
needless to say that such addition adds to the Defender's sail area; 
consequently what held good in argument before the change was 
made does not now. The conditions have been reversed in 
Defender's favor, for to-day she has more square feet of area to 
each foot of surface than the Valkyrie. This is again in favor of the 
Defender. 

Thus we see Defender, with ten tons less displacement, with a 
greater sail area to wetted surface, pitted against the Valkyrie III, 
with greater displacement on the same driving power. I have 
turned over in my mind the two boats which will best help in com- 
parison, so that the Herald readers may follow me through my 
argument. No two boats now afloat offer data for comparison of 
one against the other that the Defender and Valkyrie III do. All 
other boats are wider apart, some keel against centreboard, some 
ballast fin against keel. Different types of boats have heretofore 
raced for the America's cup. The only two boats of similar type, 
through which any sort of comparison can be made, are the 40- 
footers, the Gossoon and the life-boat the Minerva. The Gossoon, 
as every yachtsman knows, is a big, powerful 40-footer, with an 
enormous sail spread for her length. She is nearly three feet wider 
than the Minerva, has nearly a foot greater draught and has a much 
more powerful hull. She has a much larger sail plan than the 
Minerva, and she is between four and five tons more displacement 
than the Fife boat. Comparing the Gossoon with the Minerva on 
her spread of canvas the former has the much greater clothing. So 
we find in the Gossoon a bigger displacement boat, with more 
sail, more wetted surface, and on the same water line length, a 
larger and bigger boat to drive. 

VALKYRIE III AND DEFENDER. 

The Valkyrie is three feet wider than the Defender. She has 
also a foot more draught. Unlike the Gossoon, she has scarcely 
any advantage over the Defender in the matter of driving power. 
Never before in the history of cup racing were two yachts so 
close in the area of sail spread. The question, then, is, so far as the 
Defender and the Valkyrie go, which boat can be driven the faster 
with practically the same spread of canvas over them. Not only 
this; the Defender has ten tons less displacement and less feet of 
wetted surface. These all-important factors must be taken into 
consideration when passing upon the chances of one boat as against 
the other. How about driving the big hull of the Vigilant? might 
be asked. 

The answer to this is. Vigilant to-day has about the same dis- 
placement as the Defender, but, with the former's new and larger 
sail spread, she has a greater per cent, of sail to wetted surface 
than either the Defender or Valkyrie. She has also less wetted sur- 
face than the 1895 boats. In clothing, the Valkyrie has hardly any 
advantage over the Defender. In wetted surface the Defender has 
less, so in displacement. On these three points, averaged up one 
against the other, the Defender has the advantage in theory and 
judged also by results. 

{Continued on page 2j.\ 



VOLUNTEER 




THE honors of victor}^ in 1887 rested easy on Gen- 
eral Paine and Edward Burgess. The coming 
Scotch yacht under the flag of the Royal Clyde Yacht 
Club was a " mystery" only until the Volunteer made 
a "show " of her. There are scores of the clans who are 
proud of the loss they suffered — proud even in defeat — 
for they were partisan Thistle men to the last, but the 
last came only too quickly for them, and the records of 
two races lost to Volunteer by over nineteen minutes in 
the first race and eleven in the second soon cleared the 
air of mystery. 

Volunteer was a type of yacht entirely different 
from Mayflower, and equally distinctive as to shape as 
Defender differs from Vigilant. Volunteer was a mag- 
nificent boat on a beat. She pointed higher and fetched 
what she aimed at in a glorious style that put Thistle 
to the blush. Thistle, it is true, was able to run before 
the wind far faster than the Burgess craft, but on a 
reach or a beat she succumbed to Yankee smartness 
and prowess every time. 




•■•'^-. 






9-2 



OFFICIAL SIGNAL PROGRAM 




""Si 5 V \ 



J'rom the Neiv York Herald, Sunday, Augiisl 3$th 



HANDBOOK OF INTERNATIONAL YACHT RACING 



•->:-! 



[Defender and Valkyrie III Compared — Coiiliniu-d.] 

Should the Valkyrie III be sized up through the Britaunia 
anyway ? 

What is there in Valkyrie that is similar to the Britannia? Ab- 
solutely nothing. So, in sizing up Valkyrie III with the Defender, 
the Vigilant is the boat, and none other. 

Why? Because in the great essentials of her design she is more 
like the Vigilant than she is like the Britannia. It is plain and quite 
evident that Watson threw Thistle, Valkyrie II and Britannia over- 
board when he designed Valkyrie III. His boat shows this indisput- 
ably. Twenty-si.x feet two inches is quite close to Vigilant. Three 
feet wider than Britannia and si.f inches more added to this will give 
her beam over Valkyrie II. 

How does Valkyrie III size up with the Vigilant, and, if im- 
proved, was it done in the same manner as the 1893 champion ? 

Hardly. The Vigilant was originally designed to float at eighty 
five feet water line. To this length all her water lines, calculations, 
ballast to displacement, sail area to wetted surface, were made. To- 
day she is below her actually designed lines, in fact she always was, 
and whatever she gains in water line length, she does it by being 
immersed by added weight. Her top body is not changed, neither 
is her entrance, consequently she has the same full water lines that 
she always had. Not so with the Valkyrie. As I have said many 
times, the Vigilant and only she is the bird Watson has leveled his 
gun on. What has he done to improve her? 

First, he has taken all the data which he could find about Vigi- 
lant, and what was wantirfg about her he had somebody get for him, 
and with the knowledge of Vigilant's hull and sail spread, he has 
laid down on his draughting board not an immersed eighty-five 
footer, but a boat quite similar in general form to the Vigilant, but 
on paper 89 feet 6 inches on the water line, and at this she floats to- 
day. No one need be told that lengthening a boat's bow does not 
give her a sharper and cleaner entrance, and add to this the greater 
lengths of her two overhangs. The Valkyrie III has a sharper bow 
than Vigilant, on practically the same beam. Watson, then, has 
made his gain, be it what it may, by lengthening his boat in the 
design, so to speak. He knew from what he saw that Vigilant in 
1S93, when hard pressed, rolled out and threw a big side out to 
windward, and as one clever writer said, when she did it she drove 
one side. through the water and the other through the air. 

Watson has improved on Vigilant in another way, and this is in 
stepping the mast further forward. Today there is less than half a 
foot difference between the stepping of the masts of Defender and 
Valkyrie III from the face of the stem at the load water line. Thus 
Valkyrie III and Defender stand about equal in having big main- 
sails for driving power. Look at the Vigilant and Valkyrie III 
under sail ; there is a marked difference in the position of stepping 
the mast. 

Again, take the sails. Sails cut like the Valkyrie's, with cloths 
running up and down, have stood gales of wind. There is some 
doubt about fore and aft cut sails standing such a test. Some 
people, and they are not amateurs either, predict in a hard blow 
they will split and go to pieces. So here again we have known tests 
against unknown ones. 

In construction, too, the Valkyrie will stand it out just as long 

as the Defender, and longer, too. The Defender will be less hard 

on her canvas than Valkyrie III, consequently she needs heavier 

rigging. An old hand said to me at Erie Basin the other day : "Don't 

[ Contitiut'd on page 26.] 



TIDES AND THEIR INFLUENCE ON 
THE RACES 



AT 9.17 A.M., Saturday, September 7th, the old 
ocean will reach its high-water mark at Sandy 
Hook, and for an hour or an hour and a half will con- 
tinue to run in through the Sandy Hook and Norton's 
Point gateway. About the time the yachts have started 
their great contest for international honors, the first of 
the ebb tide will have set out and formed a current due 
east, and during the next six hours that current will be 
carrying out a vast volume of water from the harbor of 
New York. This current changes its direction about 
one point an hour, and the last hour of the ebb tide 
finds the current running south-southeast. 

Tuesday, September loth, high water is expected 
at Sandy Hook at 11.23 a.m., but the flood will continue 
until probably 12 noon to 12.30 p.m., flowing about due 
north. Then the ebb tide will set out due east, and b}' 
one o'clock a strong current will be running to help or 
hinder the progress of the yachts; by two o'clock the 
direction of the current will change to east by south or 
east-southeast, and the same "swinging round the 
quadrant " will be repeated. 

The hour for high water on Thursday, September 
1 3th, is 12.24 P.M. ; add to this an hour or more for the 
time a flood continues and we find a current running 
north-northwest, north by west and then north along 
the Jersey coast for two hours and a half after the time 
for starting the yachts. 

If a fourth race is necessary it will be on a flood 
tide, Saturday, September 14th. High water on that 
day is due at 2. 28 p.m.,, and the race will be finished 
on a flood tide if there is a fair wind. 

In the event of a fifth race on September 17th, 
there will be a tide just setting in from the eastward to 
aid or retard the speed of the yachts. If their course is 
laid to return from a mark southeast of the Lightship, 
the current coming in will help them. 

In this description of the tides for these days no 
weather conditions are considered; high winds from the 
east or southeast will materially affect the flood, 
increasing its volume and prolonging the duration of 
high water; and similar winds from off shore will have 
a tendency to increase the time an ebb tide is flowing. 

H. B. T. 




•2i 



OFFICIAL SIGNAL PROGRAM 



"Farmer" Dunn Turns Yachtsman 



To the Editor of the World: 

The World requests from me a statement o£ weather condi- 
tions usually prevailing in September, the period covered by yacht 
racing. I have gone over the records of the weather bureau, and 
furnish you such facts as pertain to the matter. I cannot venture 
a prediction as to the probabilities, but your readers may draw 
their own inferences from the facts here set forth. 

The month of September, generally speaking, is one of the 
pleasantest during the year, although it is one of three — July, 
August and September — in which West Indian hurricanes predom- 
inate, which occasionally ravage the Atlantic coast from Florida to 
Maine. 

It is usually found that the vi^inds to the south of the forty-fifth 
parallel are anti-cyclonic, while those to the north of that line are 
governed by the low pressure areas passing over Nova Scotia or 
Greenland, and assume more of the cyclonic nature. 

During September storms occur less frequently over the in- 
terior of the country than during the colder months, and the 
average of severe ocean storms is less than the other months em- 
braced in the cyclone period. 

PREV.\ILING DIRECTION OF WIND. 



iSyr -....S. W. 

1S72 N. W. 

1873 N. W. 

1874 E. 

1S75 S. W. 

1876 N. E. 

1877 S. E. 

1878 N. E. 

1879 S.W. 

1880 W. 

1881 S.W. 

1S82 ' N. 



1883 N. E. 

1SS4 S. 

1SS5 N.W. 

1S86 , S. 

1SS7 N.W. 

18S8 N. E. 

1889 ... , S. E. 

1890 S. 

1891 s. 

1892 S. E. 

1S93 N. W. 

1894 S. W. 



The prevailing direction of the winds has been southwest to 
northwest. 

It will be observed that while the prevailing winds are off 
shore, in quite a number of cases they have been from the more 
dangerous quarter or on shore, the direction depending entirely 
upon the position of areas of high or low pressure. 

During this month the areas of high pressure composed of a 
bank of clear, compact air have a tendency to drift southeastward 
off the South Atlantic coast, in which event yachtsmen should look 
for winds blowing out from the high-pressure center, and wind 
from a southerly quarter may be expected as long as the center 
remains to the south of any given point. If the center should be 
to the north or west, then look for winds from that quarter. 

The movement of winds from an area of high pressure is the 
same as the movement of the hands of a watch, and their duration 
depend entirely upon the extent and force of the area itself. 

An area of low pressure is composed of warm, moist air, with 
the winds blowing inward to the center, or what is termed cyclonic 
winds. On the approach of an area of low pressure the winds along 
the coast blow from an easterly direction. Should the center of 
low pressure pass north of any given point then the winds would be 
from the south, blowing toward the center ; should the center of 
low pressure pass to the south of you, then the winds would be 
from a northerly direction. 



To determine the probable direction of wind during the racing 
season, yachtsmen or those interested may compute for themselves 
the probable direction of the wind by consulting the weather 
bureau chart, issued daily by the weather bureau in this city. 

The force of the wind is probably a more important factor than 
the direction, and is much more difficult for the layman to predict. 
It depends entirely upon what is called the pressure gradient. For 
example, if there should be a difference in the reading of the 
barometer between the existing centers of high and low pressure of 
half an inch, within an area of one thousand miles a wind of from 
fifteen to twenty miles an hour might be expected. The greater 
the difference in pressure, the greater the force of the wind. 

The average hourly velocity of wind throughout this neighbor- 
hood during September is nine miles an hour, and is a fresh sailing 
breeze. A brisk or whole-sail breeze should have a velocity of 
from fifteen to twenty miles an hour, which is no unusual occur- 
rence, as may be seen by the following table of hourly maximum 
winds for the different years : 



AVERAGE VELOCITY OF WIND, SEPTEMBER. 
Miles. 



28 


1884 


22 


1885 


27 


1886 


30 


18S7 


50 


1888 


32 


18S9 


40 


1890 


26 


189I 


24 


1892 


28 


1893 


31 


1S94 


30 





Miles. 

27 

37 

27 

30 

....25 

48 

25 

28 

36 

30 

.36 



1S72 

1873 

1874 

1S75 

1876 

1877 

1878 

1879 

1880: 

1881 

1882 

18S3 

A wind of from six to fifteen miles an hour is considered fresh ; 
fifteen to twenty-nine, brisk ; thirty to thirty-nine, high, and forty 
to fifty-nine, gale. 

The majority of these months show velocities within the term 
"high," and three in which gales prevailed, the greatest being fifty 
miles an hour on September 17, 1876. 

The pressure of wind per square foot on given sail surface may 
be of interest. Here are the figures : 

Per Hour. Pressure. 

5 miles o. 1 2 lb. square foot 



10 

15 
20 

25 



• 0.50 
. 1. 12 
. 2.00 

• 3-12 

■ 4-5° 

. 6.12 

. 8.00 
.10.12 



.12.50 
.28.12 



J3 

40 " :• 

45 " 

50 " 

75 " 

100 " 50.00 " " " 

The average number of clear days was g ; fair days, I2 ; cloudy 
days, 9. 

The wind shows a slight increase in force during the latter 
part of the month. E. B. Dunn. 



HANDBOOK OF INTERNATIONAL YACHT RACING 



25 



International Racing in the Small Classes 



THE rapidly growing interest in small craft, both 
racing and cruising, that has characterized the 
last few years of yachting abroad and at home, has this 
year resulted in the establishment by the Seawanhaka 
Corinthian Yacht Club of New York of an international 
challenge cup for perpetual competition between yachts 
of from 15-foot racing length (or one-half rating) up to 
2S-foot racing length (or two and one-half rating) under 
such restrictions as shall make the racing purely Corin- 
thian. The announcement of the establishment of 
this trophy last March, and of a challenge from a well- 
known and successful English yachtsman, Mr. J. 
Arthur Brand, of the Minima Yacht Club, with a new 
boat. Spruce, the fourth of that name, and of a series 
of trial races in August to select a defending craft, 
brought together a fine fleet of seven of these mosquito 
boats at the club station, Oyster Bay, on August 26, 27 
and 28, three races being sailed. The winning boat in 
all three races is a handsome little craft owned by Mr. 
C. J. Field, of the Indian Harbor Yacht Club, and built 
for him by the St. Lawrence River Skiff, Canoe and 
Steam Launch Co., of Clayton, N. Y., from the designs 
of Mr. W. P. Stephens, of the Seawanhaka Corinthian 
Yacht Club, an old canoeist and amateur designer as 
well as a writer on yachting. 

The new boat, Ethelwynn, being designed especially 
for the conditions of these races, in which a crew of two 
is allowed, with a sail limit of but 225 to 250 feet, is not 
of the most recent bulb-fin type, but carries a center- 
board of the least weight consistent with stiffness, 55 
pounds. She is 23 feet 4 inches long on deck, 14 feet 
6 inches on water line, and 6 feet beam, with a draught of 
hull of but 6 inches, with an extreme draught of 5 feet 



when the long, narrow centerboard is lowered to its ex- 
treme point, the fore edge nearly vertical. The hull is 
a handsome piece of boat cabinet work, the inner skin 
of white cedar and the outer of mahogany, with union 
silk between. 

One of the novel features of the boat is her rig, an 
improved leg-o'-mutton mainsail set on a hollow spar, 
with a very small jib. The whole boat is beautifully 
finished in hull and rig, all of the fittings being specially 
designed and made for her. In the three trial races 
she defeated a new Herreshofi centerboard boat espe- 
cially built for the class, and also a sister boat to the 
celebrated Herreshoff bulb-fin Wee Winn, which has 
won so many victories in English waters. 

The size of the English challenger is as yet un- 
known, other than that the total measurement will not 
exceed 15 feet racing length by the Seawanhaka rule. 
The boat and her owner will be in New York by Sep- 
tember 8th, when the dates of the races will be arranged, 
sometime following the final races for the America's 
cup. The races will be sailed on Long Island Sound, 
off Oyster Bay, the winner of three out of a series of 
five holding the cup. While the American boat is at 
home, handled by a skillful crew, she has been in com- 
mission for less than a month, and neither of her crew 
have had any previous experience in racing in this type 
of boat. The challenger, on the other hand, is an old 
hand in the class, having sailed a great many races, 
while his boat, though new this season, has been sailed 
for some two months before starting from the other 
side. Whatever the result ma}- be, the races are 
likely to lead to further additions to the class next 
year. 



YALKTRIE III 



DEFENDER 



THISTLE 



PURITAN GENESTA 



AMERICA 



From September No. ok THE RUDDER 
COMPARATIVE SAIL AREAS 



26 



OFFICIAL SIGNAL PROGRAM 



Two Endlsl] Uv (^liallewers 




GENESTA, 1885 




THISTLE, 1887 



\Defendi^ and Valkyrie III Compared — Continued. ] 
you Ihinlc the shrouds on the Defender lead too sharp, too much 
strain on them? " Valkyrie has more spread, and does not feel the 
effect of her big mast as the Defender. 

If Vigilant can carry her sail, and she can, better than ever, so 
can the Valkyrie III, which has a not much greater sail area. 

VALKYRIE IS DANGEROUS. 

If big-bodied Vigilant can be driven close to Defender in some 
races, why cannot Valkyrie III be driven just a little closer? The 
discussion of Valkyrie III and Defender is no new thing for me, 
because months ago I began work on approximate designs, which 
time has proved are in such close touch with the ships themselves 
that the data obtained from the figures have always led me to keep 
a weather eye on Valkyrie III, and see how this conundrum of 
Watson's would turn out. Not only this; such men as A. Cary 
Smith, Professor John L. Frisbee, instructor of naval architecture in 
the Boston schools, and Designer R. M. Woods, have talked the 
matter over with me, not in a selfish, narrow way, but out in the 
open, and every one of them opined that Valkyrie III would be a 
dangerous boat — yes, the boat most to be feared that ever came 
over here. 

BRACE UP THE DEFENDER. 

Defender can carry her sail ; she has shown that. Those con- 
trolling her, should she need strengthening, should do it. Weight, 
when used to prevent disaster, pays doubly for itself. So, Mr. 
Iselin, if you think Defender needs any bracing, have it done. Do 
it anyway. 

The Defender is the fastest all around boat ever seen under sail 
in this country. She has shown it in trial spins and in her racing. 

In light winds she is fast; this she showed in her Sunday sail 
off Newport, when she drew away fast from the Vigilant. In mod- 
erate breezes she is fast, and all around at that. 

The Defender is not a boat which is fast only on one point of 
sailing and falls off on the rest. She is fast, exceedingly so, to 
windward, fast in reaching, fast in running, no matter about wind 
and weather. I do not think she is at her best to-day; in fact, I 
know it. There are minutes in her yet, and the pity is there is not 
more time to develop her. She is easy in the sea, whether in light 
or heavy weather, and the boat which can beat the Vigilant as she 
is being raced to-day a minute- a mile, as the Defender did in good 
wind of! Newport, is a good one and there is no doubt of it. Take 
her last race off Sandy Hook and note her performance. 

With the fear of carrying away her mast'and not being driven after 
passing the Vigilant, but being nursed for nearly seven miles of the 
course, still she beat the Vigilant six minutes thirty-two seconds in 
ten knots. This means something, and on the above facts puts her 
between fifteen and twenty minutes faster than the Britannia over 
a thirty-mile course. Coming to one of the most vital questions, 
which is likely to play an all-important part in the result — the send 
away at the start, which ship will get the drop on the other? The 
send away may mean defeat at the line, and this brings me to the 
all-important matter of handling the ship, getting on and taking off 
sails — for seconds, not minutes, may decide the result. 
A GREEN CREW. 

On Defender there is a green crew, so to speak, from a racing 
standpoint. The men are all clever, bright, smart, intelligent chaps, 
full of Yankee pluck, which has been developed by hard and terrible 
[ Concluded on page 27 . ] 



HANDBOOK OF INTERNATIONAL YACHT RACING 



•21 



^Defender and Valkyrie J II Compared — C(mcluded.'\ 
service in fishing vessels. They are a willing, loyal set, true to 
their ship, their owner and their flag. As a body, this is their first 
year's racing. They have been together hardly five months, and 
while to-day they are quite well up, yet there is room for doubt if 
they can work together for the common end so well as men who 
have been two, three, foiir and five years together, and these men 
doing nothing but racing six months out of the year. They live on 
yachts from boyhood, they know little else but racing, and Lord 
Dunraven, no doubt, has picked the best men he can get. On the 
question of handling, the Valkyrie's crew have certainly nothing to 
fear in a try with the Defender's men. 

As to sails, there again comes the question of practice and ex- 
perience. On this side of the water there are not as many sails 
made by hundreds as in Britain, and, like everything else, the more 
work thesailmaker gets, the stronger he becomes. In material the 
English duck makers seem more willing to experiment in yacht 
canvas than they do on this side. Of late, however, the duck man- 
ufacturers are looking into the matter more closely. The above 
yarn tells its own tale; and now that I have discussed the ships as 
best I could, always bearing in mind the great chances one takes of 
walking overboard, ahd to carry out as best I can my assignment, 
"Give your private opinion on the America's cup races": 

Which will win? 

In sea and wind? 

Defender, sure. 

In light winds and roll of sea, Defender. 

In moderate breezes — Valkyrie's best chance — toss up. De- 
fender has none the worst of it. 

In light winds, smooth water, very close ; sixes and sixes. Can't 
call the turn. 

Will Defender win three straight heats? 

Yes, if she has wind and sea, and everything stands. There 
may be a break in light winds and smooth water. 

In a sea and light winds the Defender should win out thrice 
under these conditions. 

The start will almost have as much to do with the result as the 
weather. 

If the Defender gets caught under the Valkyrie Ill's lee— well, 
there will be some hair-singeing to get out. 

Such are my opinions, given just like other people's, and like all 
things that mortal man does, they may be wide of the mark. 

To know about yacht naval architecture is not to talk about it, 
because in the long run one, if he is sensible, will make up his 
mind that he is dealing with conundrums, which nowadays cost 
over Sioo,ooo to try, and then may not turn out to be what you pay 
for. 

Anyway, if I do slip up, your readers will not be as bad off as' 
the syndicates which built both the Valkyrie and Defender. Watson 
thinks— he opines — he's got the ship this time to do the trick. Her- 
reshoff thinks and opines the same. Thousands of dollars are back- 
ing up the opinions of both designers, and each thinks his boat will 
win. 

lean be changed by the actual result of the racing; yes, just 
as quick as Watson or HerreshofF. A. G. McVev. 

f^ fM f^ 



TEN YEARS OF INTERNATIONAL YACH 
RACING 



SEPTEMBER, iSSj 

GENESTA— Sir Richard Sutton 

vs. 
PURITAN— J. Malcolm Forbes 



SEPTEMBER, iSSb 

GALATEA— Lieut. Henn, R.N. 

vs. 

MAYFLOWER— Gen. C. J. Paine 



SEPTEMBER, 1S87 

THISTLE— James Bell 

vs. 

VOLUNTEER— Gen. C. J. Paine 



OCTOBER, iSgs 

VALKYRIE— Earl of Dunraven 

vs. 

VIGILANT— C. Oliver Iselin ct al. 



SEPTEMBER, iSgs 

VALKYRIE III— Earl of Dunraven 

vs. 
DEFENDER— C. Oliver Iselin ct al. 



28 



OFFICIAL SIGNAL PROGRAM 



COMPARATIVE TABLE OF MEASUREMENTS 



Length water line . 
Length over all . . . 

Beam 

Draft 

Displacement, tons 



U5 



81.00 

15.00 

13.00 

141.00 



5 



81.00 

23.00 

8.30 

140.00 



Galatea 


c 

> 

< 


87.00 


85.70 


15.00 


23.50 


13.50 


9.00 


156. G3 


110.00 









w 


a 


Uh 


J 


2; 


to 


o 






K 


o 


H 


> 



85.00 



26.30 



100.61 



>■ 
> 



22.00 
16.00 



■z 
< 

> 



86.82 85.00 
120.00 i 130.00 



26.00 
14.00 




HANDBOOK OF INTERNATIONAL YACHT RACING 29 



Your Business 



IS 



My Business 



$$$ 



IT IS my business to know something about 
your business if you want me to give you 
satisfactory results. 

Give me a few minutes some 

time before you place your Fall advertising, to 
run over the subject with you. My experience 
may serve to give you some points. I can tell 
you a lot about advertising — it will interest you; 
in* this respect 



What's Mine 



IS 



EDWARD Y. THORP YOUTS 



Publisher and Advertising Agent 

CONSTABLE BUILDING 

109 FIFTH AVENUE, ROOM 716 



3(t 



OFFICIAL SIGNAL PROGRAM 




'^f<f- *f '^t wacj:^ 



7y/£ AMERICA'S CLP 
•■The Blue Ribbon of the Ocean." 



' F the America's Ci; 



I nl!rN ^ If ^ .P """"^ "15"^'^ ''r''" ''"'' ^"''^ ^°'" °''l s""'^'' 't ^^°"ld not bring more than S35. It cost 
1 was offlrin \ "M '2' ''^? i^\. c* ""'^^ "°*' ^' '" generally thought, a cup offered by the Queen, but 
n„h Vtth- r?., " ^°P' Yacht Squadron, and given by the America's owners to the New York Yacht 
tiiis to hold n,l\r^^h """Kvu^ ^°^' l^ *'!° nations quite S2,ooo,ooo. America has expended $900,000 of 
r„A r^J,- n ^™P^> • yy^f" a" international yachfrace is on, the cup is exhibited for a day in Tiffany's 
and occasionally on some high and solemn feast of the club it is brought out to grace the center of the table 



HANDBOOK OF INTERNATIONAL YACHT RACING 



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32 



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THE MARINER'S COMPASS TRANSLATED 
Anybody can "box" it 



ALLSOPPS = Ales and stout. 



. . . BREWED AT . . . 

BURTON-ON-TRENT, ENGLAND. 



''RED HAND" BRAND. 

45 Broad Street, N. Y. 



SOLE AGENT ^^ 




Directly opposite Ehrichs' 




-^^^^^^^^^^^^^ 



The World Denta! Association's 

Great Dental EnpoRiun, 
366 Sixth Avenue, - New York, 

Have, by a great scientific invention, discovered an 
original process of filling, extracting and inserting 
crowns and bridge work 

POSITIVELY WITHOUT PA8M. 

Gas administered by a New and Improved Process. Those troubled 'W^ith Heart and Lung Diseases can have 
their teeth extracted at this office and Guaranteed No Bad Results. 



SILVER FILIiENGS, 


- 


50c. up. 


GOLD FILLENGS, . 


$1.00 up. 


ALLOY, 




50c. to $1.50 


CROWN, GOLD, PORCELAIN and 




PURE PLATINA, 


- 


$2.00 


PLATINA, . - . . 


$5.00 " 



Gold Crowns, Fine Bridge Work and Teeth Without Plates a Specialty. 
Call at once and have your Teeth examiited by us. ESTIMATES GIVEN. 

All persons coming to our ofSee will be allowed their car fare within a radius of thirty miles. 

■■ •» ■ « 1VKEBlL,Y PA-YMCION^S ik-CCEPTUX* » «— » 

Plates Repaired. Old Plates Made Over Good as New and Guaranteed Perfect Fit under the 
e&cient management of Dr. J. Maude Rankin, Graduate of Philadelphia Dental College. 



366 SIXTH AVE., N. Y,. - DIRECTLY OPPOSITE EHRICHS. 

Uptown Branch, 608 SIXTH AVE.., Directly opposite Herald Building. 




Johanni^. 





anni^. 



/aJi/ewcu4^t^ 






«;•>:' 




A^ 



LIBRARY OF CONGRESS 

020 108 582 2 







^•■^ 






-fS 




n 



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